CN211446408U - Derailment-preventing track - Google Patents

Abstract

The utility model relates to an anti-derailment track, including the track body, in the fork department, the side of track body is provided with and is used for the first anti-derailment portion with the matched with over-and-under type device for changing the rail, the lower part of track body is provided with and is used for the second anti-derailment portion with over-and-under type device for changing the rail matched with, first anti-derailment portion and second anti-derailment portion all are used for under the over-and-under type device for changing the rail action condition in place, restrict over-and-under type device for changing the rail and continue the action, and be used for under the over-and-under type device for changing the rail action; the utility model provides an anticreep rail, not only adopt multiple protective measure to realize the joint locking to the device of becoming rail, can effectively avoid the vehicle because of falling off the orbit problem that factors such as power failure, the trouble of becoming rail device, shake lead to suddenly; and the function of automatically correcting the position of the track-changing wheel is realized by adopting various protective measures, so that the track-changing wheel with an improper action can be effectively driven to act in place, and the derailment of the vehicle is avoided.

Description

Derailment-preventing track

Technical Field

The utility model relates to a track traffic technical field, concretely relates to anticreep rail for track traffic.

Background

A suspension type rail transit system generally includes a rail, a vehicle (locomotive) arranged on the rail, and a car connected with the vehicle and suspended below the rail, wherein the rail is generally erected in the air, and the vehicle travels along the rail, so as to drive the car to move forward; in order to ensure that a vehicle safely and stably passes through a fork of a track and accurately realize track change of the vehicle, a track changing device is usually mounted on the vehicle, track changing wheels are respectively arranged on two sides of the track changing device, a turnout is usually arranged in the track fork, the track changing device usually needs to drive the track changing wheel on one side to move to a position before entering the fork, so that the track changing wheel arranged on the side of the track changing device can be matched with the turnout on the corresponding side of the track after the vehicle enters the fork, and the vehicle is guided to move on the other track through the fork or in the fork along the original track; since the vehicle is usually in a single-track running state when the vehicle passes through the fork, there is a large risk of derailment.

However, in the prior art, on one hand, the problem of physical locking after the failure-changing device acts in place is not considered, so that when a vehicle is at a common fork and is in a single-rail running state, the rail-changing wheels in a working state are easily separated from the turnout due to the problems of sudden power failure, rail-changing device failure, shaking and the like, and the vehicle derailment accident is caused; on the other hand, if the rail-changing device does not act in place in advance before the vehicle enters the fork, particularly when the vehicle runs along the parallel flow direction, after the vehicle enters the fork, the rail-changing wheels arranged on the rail-changing device cannot be matched with the turnout arranged on one side in the fork, so that the vehicle loses the guidance of the turnout, and accidents such as collision between the vehicle and the rail, derailment of the vehicle and the like are caused; therefore, the existing suspension type rail transit system has larger derailment risk and low safety, and needs to be improved urgently.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to improve exist not enough among the prior art, provide an anticreep rail way, not only can prevent effectively that the vehicle from leading to the vehicle derailment problem because of falling suddenly, factors such as derailment device trouble, shake, improve the security of vehicle, can correct the position of derailment wheel in the derailment device automatically under the condition that the derailment wheel action in advance did not target in place moreover for the derailment wheel can cooperate with the switch of unilateral, thereby effectively prevent the vehicle derailment.

The utility model provides a technical scheme that its technical problem adopted is:

an anti-derailing track for track traffic comprises a track body, wherein the track body comprises two bottom plates, two lower baffle plates, two side plates and a top plate, the two bottom plates are respectively used for walking wheels on two sides of a vehicle, the two lower baffle plates, the two side plates and the top plate are respectively arranged on the two bottom plates, a gap is formed between the two bottom plates, the two side plates are respectively connected with the two bottom plates, the top plate is connected with the two side plates, and the side plates, the bottom plates and the top plate jointly enclose a cavity for accommodating the vehicle; at the fork, a first derailing prevention part matched with the lifting type rail changing device is arranged on the side face of the rail body, a second derailing prevention part matched with the lifting type rail changing device is arranged on the lower portion of the rail body, the first derailing prevention part and the second derailing prevention part are used for limiting the lifting type rail changing device to continue to act under the condition that the lifting type rail changing device acts in place, and are used for driving the lifting type rail changing device to act in place under the condition that the lifting type rail changing device does not act in place. In this scheme, if the vehicle that carries on over-and-under type device of derailing puts the action before getting into the fork and targets in place, no matter the vehicle is along the operation of cocurrent flow direction or along reposition of redundant personnel direction, first derailing prevention portion and second derailing prevention portion all can restrict over-and-under type device of derailing and continue the action, thereby reach locking over-and-under type device of derailing, prevent that it from because of the sudden power failure, the device of derailing breaks down, factor such as shake moves by oneself, lead to the problem of vehicle derailing, and adopt first derailing prevention portion and second derailing prevention portion to restrict over-and-under type device of derailing simultaneously and move, can not only realize the locking function in physics, but also can realize duplicate protection. If the vehicle runs along the parallel flow direction and the vehicle with the lifting type rail-changing device does not act in place before entering a turnout, under the state, the lifting type rail-changing device is firstly contacted with the first anti-derailment part and the second anti-derailment part, extrusion is inevitably generated due to the running of the vehicle, so that the lifting type rail-changing device is driven to act through the extrusion force, a rail-changing wheel arranged on one side of the lifting type rail-changing device can act in place and is matched with the turnout (or an upper baffle) on the corresponding side, the aim of automatically correcting the position of the rail-changing wheel is fulfilled, the vehicle can smoothly pass through the turnout, and derailment can be effectively prevented; in this in-process, first derailment prevention portion and second derailment prevention portion can act on different positions department of over-and-under type device of becoming the rail respectively to drive over-and-under type device of becoming the rail action simultaneously, even if one of them derailment prevention portion breaks down, can not influence the normal operating of vehicle yet, thereby improve the security of vehicle greatly.

Optionally, the first derailment prevention portion includes a first restraint section and a first protection section, the first restraint section is connected with the first protection section and respectively arranged on the same side of the track body, the restraint section is arranged along the length direction of the track body, the upper surface of the protection section is inclined to the length direction of the track body, the first restraint section is used for limiting the lifting type derailment device to continue to act under the condition that the lifting type derailment device acts in place, and the first protection section is used for driving the derailment wheel arranged on one side of the lifting type derailment device to act in place through extruding the lifting type derailment device under the condition that the lifting type derailment device does not act in place. In the scheme, the first derailing prevention part is arranged on the side face of the track body, so that when a vehicle carrying the lifting type rail changing device runs to the place, the first restraint section can be matched with the rail changing device acting in place, and the lifting type rail changing device is locked by restraining the lifting type rail changing device, so that the problem that the vehicle derails due to the fact that the lifting type rail changing device acts automatically due to factors such as sudden power failure, rail changing device failure and shaking can be effectively prevented; in addition, when the vehicle runs along the direction of parallel flow, before entering a turnout, if the lifting type rail transfer device does not act in place, the first protection section can be firstly contacted with the lifting type rail transfer device, the lifting type rail transfer device is extruded to drive the lifting type rail transfer device to act in place, so that the rail transfer wheel arranged on one side of the lifting type rail transfer device can be matched with the turnout on the corresponding side, the purpose of automatically correcting the position of the rail transfer wheel is achieved, the vehicle can smoothly pass through the turnout, and derailment can be effectively prevented.

Preferably, the restriction section is a horizontally arranged straight plate, the protection section is an obliquely arranged straight plate or an obliquely arranged arc-shaped plate, and the restriction section and the protection section are respectively fixed on the side plates. The restraint section and the protection section which adopt the plate-shaped structure have simpler structure and are beneficial to reducing the cost.

Optionally, the second derailment prevention part comprises a second restraining section and a second protecting section, the second restraining section is arranged on the lower edge of the lower baffle and used for limiting the lifting type rail-changing device to continue to act under the condition that the lifting type rail-changing device acts in place, the second protecting section is arranged below the bottom plate, the height of the second protecting section is larger than that of the lower baffle, and the second protecting section is used for driving the rail-changing wheels arranged on one side of the lifting type rail-changing device to act in place through extruding the lifting type rail-changing device under the condition that the lifting type rail-changing device does not act in place. In the scheme, when a vehicle passes through a turnout, if the lifting type rail transfer device acts in place in advance, after the vehicle enters the turnout, the rail transfer wheel on one side of the lifting type rail transfer device is matched with the corresponding turnout, so that the vehicle is guided to continuously move straightly along the original track or transfer to another track, and in the process, the second constraint section can be matched with the lifting type rail transfer device, so that the purpose of limiting and locking the lifting type rail transfer device is achieved, and derailment is avoided; if the vehicle runs in parallel flow, the lifting type rail transfer device does not act in place in advance, after the vehicle enters a fork, the lifting type rail transfer device is extruded to act to the position through the cooperation of the second protection section and the lifting type rail transfer device, the purpose of automatically correcting the position of the rail transfer wheel is achieved, after the lifting type rail transfer device acts to the position, the rail transfer wheel arranged on one side of the lifting type rail transfer device can be matched with the corresponding switch, and therefore the vehicle is guided to continue to run straight along the original track or to be transferred to another track.

Preferably, the second restraining section and the second protecting section in the second derailment prevention part are respectively arranged on different sides of the same track body. That is, in this scheme, set up in the second anticreep rail portion of track body, second restraint section and second protection section are located the both sides of track body respectively, and the two mutual noninterference is used for realizing respectively anticreep rail and the automatic purpose of correcting the derail wheel position.

Preferably, the second restraining section is a plate-shaped structure, and the second protecting section is an arc-shaped plate structure or a straight plate-shaped structure obliquely arranged along the length direction of the rail body. The second constraint section is arranged along the length direction of the lower baffle plate, so that the lifting type rail-changing device on the vehicle can be limited by the second constraint section in the process that the vehicle passes through the fork; under the condition that the lifting type rail changing device does not act in place, the lifting type rail changing device can be firstly contacted with the second protection section, the second protection section of the arc-shaped plate structure or the straight plate structure arranged in an inclined mode is adopted, severe collision can be effectively avoided, meanwhile, the lifting type rail changing device can be gradually extruded and driven to act, and finally, the position of a rail changing wheel in the lifting type rail changing device can be automatically corrected.

Furthermore, one end of the second protection section is tangent to the lower baffle, and the other end of the second protection section is tangent to the side plate on the corresponding side. The second protection section is arranged more smoothly, and the lifting type rail transfer device is more convenient to match.

Further, the track body still includes two vertical settings and the overhead gage that is parallel to each other, the overhead gage is used for cooperating with the change rail wheel of over-and-under type change rail device one side respectively to for the change rail wheel provides the running surface, or, still be provided with the switch in the fork that two track bodies intersect and become, the switch is used for cooperating with the change rail wheel of over-and-under type change rail device one side to guide the vehicle to pass through the fork. In this scheme, through establishing overhead gage and switch, all be used for guiding the vehicle to continue to move ahead along former track or move on becoming the rail to another track for the vehicle can pass through the fork smoothly.

The lifting type rail transfer device is characterized by further comprising a third derailment prevention part, wherein the third derailment prevention part comprises a third restraining section and a third protecting section, the third restraining section and the third protecting section are respectively fixed on the outer sides of the two upper baffle plates, the third restraining section is connected with one of the upper baffle plates, the third restraining section is used for limiting the lifting type rail transfer device to continue to act under the condition that the lifting type rail transfer device acts in place, and the third protecting section is used for driving the rail transfer wheels arranged on one side of the lifting type rail transfer device to act in place through extruding the lifting type rail transfer device under the condition that the lifting type rail transfer device does not act in place. In the scheme, the third constraint section is arranged, so that the lifting type rail transfer device capable of effectively constraining rail transfer in place can be operated no matter the vehicle runs along the shunting direction or the parallel flow direction, and the problem that the vehicle derails due to the fact that rail transfer wheels in the lifting type rail transfer device are automatically moved and separated from an upper baffle due to factors such as sudden power failure, rail transfer device failure and shaking; when the vehicle runs along the parallel flow direction and the action is not in place, the third protection section can be firstly contacted with the lifting type rail changing device, one side of the lifting type rail changing device is extruded to drive the lifting type rail changing device to act in place, so that the rail changing wheel arranged on the other side of the rail changing device can be matched with the upper baffle plate on the corresponding side, the purpose of automatically correcting the position of the rail changing wheel is achieved, the vehicle can smoothly pass through a fork, and derailment is effectively prevented.

Preferably, the third constraint section is fixed at the lower edge of the upper baffle plate along the length direction of the track body, and the upper baffle plate is of a plate-shaped structure and is mutually perpendicular to the upper baffle plate; the third protection section is fixed on the top plate and/or the side plate, and the lower surface of the third protection section inclines along the length direction of the track body. The third constraint section with a plate-shaped structure is adopted, so that the structure is simpler, and the cost is reduced; under the condition that the lifting type track-changing device does not act in place, the third protection section can be firstly contacted with the lifting type track-changing device which does not act in place, and in the running process of a vehicle, one side of the lifting type track-changing device can be gradually extruded by utilizing the inclined lower surface, so that the track-changing wheel on the other side of the lifting type track-changing device is driven to act in place, the purpose of automatically correcting the position of the track-changing wheel is realized, and the track-changing wheel after track-changing in place can be matched with the upper baffle plate on the corresponding side, so that derailment is effectively avoided.

Preferably, the third protection section is a straight plate structure or an arc-shaped plate structure, and the third protection section is obliquely arranged along the length direction of the track body. The directions in which the inclination is set are: along the parallel flow direction, the distance from the lower surface of the third protection section to the bottom plate below is smaller and smaller, so that the lower surface can be utilized for extrusion and one side of the lifting type rail-changing device is lowered, the rail-changing wheel on the side is lowered, the rail-changing wheel on the other side is synchronously raised, the rail-changing wheel is matched with the upper baffle plate on the upper side, the purpose of automatically correcting the position of the rail-changing wheel is achieved, and derailment is prevented.

Compared with the prior art, use the utility model provides a pair of an anticreep rail way for track traffic has following beneficial effect:

1. the rail has a compact structure and reasonable design, and can lock the rail transfer device under the condition that the rail transfer device acts in place in advance, so that the problem of vehicle derailment caused by factors such as sudden power failure, rail transfer device failure, shaking and the like of a vehicle can be effectively prevented; and under the condition that the vehicle runs along the parallel flow direction and the rail transfer device does not act in place in advance, the position of the rail transfer wheel in the rail transfer device can be automatically corrected, so that the rail transfer wheel on one side can be matched with the turnout on the corresponding side, the vehicle can be guided to smoothly pass through the turnout, and the derailment of the vehicle can be effectively avoided.

2. This track adopts multiple safeguard measure to realize the joint locking to the device that becomes the rail, not only can effectively avoid the vehicle to derail, improves the security of vehicle, and even if wherein a certain device became invalid, also can not influence the effect of anticreep rail for the vehicle can the safe operation.

3. The rail adopts a plurality of protective measures to realize the function of automatically correcting the position of the rail-changing wheel, not only can effectively drive the rail-changing device with improper action to move in place and avoid the derailment of the vehicle, but also each protective measure acts on different positions of the rail-changing device respectively, thereby saving labor, driving the rail-changing device to move quickly and efficiently, and ensuring that the vehicle can smoothly and safely pass through a fork because the normal operation of the rest protective measures cannot be influenced even if one protective measure breaks down.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention, and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.

Fig. 1 is a schematic cross-sectional view of a rail body provided in embodiment 1 of the present invention.

Fig. 2 is a schematic structural view of an anti-derailing rail provided in embodiment 1 of the present invention, in which a top plate is not shown.

Fig. 3 is a second schematic structural view of an anti-derailing rail according to embodiment 1 of the present invention, without showing a top plate.

Fig. 4 is a top view of fig. 2.

Fig. 5 is a schematic bottom view of an anti-derailing rail according to embodiment 1 of the present invention.

Fig. 6 is a bottom view of fig. 2.

Fig. 7 is a schematic cross-sectional view of the front view of fig. 2, i.e., the track, in which an upper baffle is employed.

Fig. 8 is a front view of fig. 2, i.e. a cross-sectional view of a rail track, in which switches are used.

Fig. 9 is a schematic structural diagram of a lifting type track transfer device provided in embodiment 1 of the present invention.

Fig. 10 is a front view of fig. 9.

Figure 11 is a schematic cross-sectional view of the derailment prevention track provided in example 1 when the vehicle is engaged with a switch at the switch, and when the right-hand derailing wheel is engaged with the right-hand switch, the vehicle is derailed to the right.

Figure 12 is a cross-sectional schematic view of the derailment prevention track provided in example 1 when the vehicle is engaged with a switch at the switch, where the left side of the track changing wheel is engaged with the left side switch and the vehicle is traveling along the left side.

Fig. 13 is a cross-sectional view of the derailing prevention rail when the vehicle travels in the direction indicated by the dotted line with an arrow in fig. 4.

Fig. 14 is a top view of an anti-derailing rail according to embodiment 2 of the present invention, without showing a top plate.

Fig. 15 is a view a-a of fig. 14.

Fig. 16 is a view B-B of fig. 14.

Fig. 17 is a view from C-C of fig. 14.

Figure 18 is a cross-sectional schematic view of the derailment prevention track provided in example 2 when the vehicle is engaged with a switch at the fork, and when the right-hand derailing wheel is engaged with the right-hand switch, the vehicle is derailed to the right.

Figure 19 is a cross-sectional schematic view of the derailment rail provided in example 2 when the vehicle is engaged with a switch at the switch, with the left side of the track changing wheel engaged with the left side switch and the vehicle traveling along the left side.

Description of the drawings

A motor 101,

The reverse synchronization mechanism 200, an upper swing arm 201, a lower swing arm 202, a connecting rod 203, a hinge shaft 204, a track changing wheel 205, a transmission shaft 206, a support shaft 207, a bearing seat 208, a limiting part 209, a linkage frame 210, a locking part 211, a cam follower, a cam,

A vehicle 300, a frame 301, a road wheel 302,

A track body 400, a bottom plate 401, a lower baffle plate 402, a side plate 403, a top plate 404, an upper baffle plate 405, a turnout 500,

A first restriction section 601, a first protection section 602, a second restriction section 603, a second protection section 604, a third restriction section 605, and a third protection section 606.

Detailed Description

The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. The components of embodiments of the present invention, as generally described and illustrated in the figures herein, may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present invention, presented in the accompanying drawings, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. Based on the embodiment of the present invention, all other embodiments obtained by the person skilled in the art without creative work belong to the protection scope of the present invention.

Example 1

Referring to fig. 1, the present embodiment provides an anti-derailing track for track traffic, including a track body 400, where the track body 400 includes two bottom plates 401 for allowing road wheels 302 on two sides of a vehicle 300 to walk, and two lower baffles 402, two side plates 403, and a top plate 404 respectively disposed on the two bottom plates 401, a gap is formed between the two bottom plates 401, the two side plates 403 are respectively connected to the two bottom plates 401, the top plate 404 is connected to the two side plates 403, and the side plates 403, the bottom plates 401, and the top plate 404 together enclose a cavity for accommodating the vehicle 300, as shown in fig. 1; it is understood that the track body 400 may be a track commonly used in the art and will not be described herein.

At the fork, a first derailing prevention part for matching with the lifting type rail changing device is arranged on the side surface of the rail body 400, and a second derailing prevention part for matching with the lifting type rail changing device is arranged on the lower part of the rail body 400, as shown in fig. 2-8, wherein the first derailing prevention part and the second derailing prevention part are both used for limiting the lifting type rail changing device to continue to operate when the lifting type rail changing device operates in place, and for driving the lifting type rail changing device to operate in place when the lifting type rail changing device does not operate in place. In this embodiment, if the vehicle 300 equipped with the lifting type track-changing device is in place before entering the fork, that is, the track-changing wheel 205 is moved to a predetermined position, at this time, no matter the vehicle 300 is moved in the parallel flow direction or in the shunt direction, the first derailing prevention part and the second derailing prevention part can limit the lifting type track-changing device to continue to move, so as to lock the lifting type track-changing device and prevent the lifting type track-changing device from moving automatically due to factors such as sudden power failure, fault of the track-changing device, and shake, which causes the derailing of the vehicle 300, and the first derailing prevention part and the second derailing prevention part are adopted to limit the movement of the lifting type track-changing device at the same time, thereby not only realizing the physical locking function, but also realizing the double protection and effectively improving the safety of the. If the vehicle 300 is moving in the parallel flow direction and the vehicle 300 having the lifting type track-changing device is not moving to the right position before entering the fork, that is, if the vehicle 300 enters the fork, the derailment problem will occur in the fork, and after the track provided by this embodiment is adopted, in this state, the lifting type track-changing device will contact with the first derailment prevention part and the second derailment prevention part first, and the running of the vehicle 300 will inevitably generate extrusion, so that the lifting type track-changing device is driven to move by the extrusion force, so that the track wheel 205 arranged on one side of the lifting type track-changing device can move to the right position and can cooperate with the switch 500 (or the upper baffle 405, as shown in fig. 7) on the corresponding side, thereby achieving the purpose of automatically correcting the position of the track wheel 205, and enabling the vehicle 300 to pass through the fork smoothly, derailment can be effectively prevented; in this process, first derail prevention portion and second derail prevention portion can act on different positions department of over-and-under type device of becoming the rail respectively to drive over-and-under type device of becoming the rail action simultaneously, even if one of them derail prevention portion breaks down, can not influence the normal operating of vehicle 300 yet, thereby improve vehicle 300's security greatly.

As shown in fig. 2, 3, 4, and 8, in a preferred embodiment provided in this embodiment, the first derailing prevention portion includes a first restraining section 601 and a first protecting section 602, the first restraining section 601 is connected to the first protecting section 602 and respectively disposed on the same side of the track body 400, the restraining section is disposed along the length direction of the track body 400, the upper surface of the protecting section is inclined to the length direction of the track body 400, the first restraining section 601 is configured to limit the ascending/descending type rail switching device to continue to operate when the ascending/descending type rail switching device is in place, and as shown in fig. 11 or 12, the first restraining section 601 is mainly configured to prevent the rail switching wheel 205, which is in place at one side in an operating state, from automatically descending; the first protection section 602 is used for driving the rail transfer wheel 205 arranged on one side of the lifting rail transfer device to act in place by extruding the lifting rail transfer device under the condition that the lifting rail transfer device does not act in place. In the scheme, the first derailing prevention part is arranged on the side surface of the track body 400, so that when the vehicle 300 carrying the lifting type rail changing device runs to the place, the first restraint section 601 can be matched with the rail changing device which acts in place, and the lifting type rail changing device is locked by restraining the lifting type rail changing device, so that the problem that the vehicle 300 derails due to the fact that the lifting type rail changing device acts automatically due to factors such as sudden power failure, rail changing device failure, shaking and the like can be effectively prevented; in addition, when the vehicle 300 runs along the parallel flow direction, before entering the turnout, if the lifting type rail transfer device does not act in place, the first protection section 602 contacts with the lifting type rail transfer device first, and the lifting type rail transfer device is driven to act in place by squeezing the lifting type rail transfer device, so that the rail transfer wheel 205 arranged on one side of the lifting type rail transfer device can be matched with the turnout 500 on the corresponding side, as shown in fig. 13, the purpose of automatically correcting the position of the rail transfer wheel 205 is achieved, the vehicle 300 can smoothly pass through the turnout, and derailment can be effectively prevented.

For example, as shown in fig. 2 and 4, in a preferred embodiment, the restraining section is a horizontally disposed straight plate, such as a steel plate, the protecting section is an obliquely disposed straight plate or an arc plate, and the restraining section and the protecting section are respectively fixed to the side plates 403. The restraint section and the protection section which adopt the plate-shaped structure have simpler structure and are beneficial to reducing the cost.

As shown in fig. 5, 6 and 8, in a preferred embodiment provided in this embodiment, the second derailing prevention portion includes a second restraining section 603 and a second protecting section 604, the second restraining section 603 is disposed on a lower edge of the lower baffle 402, and is used for limiting the continuous operation of the lifting type rail changing device when the lifting type rail changing device is in place, the second protecting section 604 is disposed below the bottom plate 401, and a height of the second protecting section 604 is greater than a height of the lower baffle 402, and the second protecting section 604 is used for driving the rail changing wheel 205 disposed on one side of the lifting type rail changing device to be in place by pressing the lifting type rail changing device when the lifting type rail changing device is not in place. In the scheme, when the vehicle 300 passes through a fork, if the lifting type rail transfer device acts in place in advance, after entering the fork, the rail transfer wheel 205 on one side of the lifting type rail transfer device is matched with the corresponding rail switch 500, so that the vehicle 300 is guided to continuously move straight along the original rail or transfer to another rail, and in the process, the second constraint section 603 can be matched with the lifting type rail transfer device, so that the purpose of limiting and locking the lifting type rail transfer device is achieved, and derailment is avoided; if the vehicle 300 is in the process of parallel flow operation, the lifting type rail transfer device does not act in place in advance, after the vehicle enters a fork, the lifting type rail transfer device is extruded to act in place through the cooperation of the second protection section 604 and the lifting type rail transfer device, and the purpose of automatically correcting the position of the rail transfer wheel 205 is achieved.

As shown in fig. 5, 6 and 8, in a preferred embodiment, the second restraining section 603 and the second protecting section 604 in the second derailment prevention part are respectively disposed on different sides of the same track body 400. That is, in this embodiment, the second restraining section 603 and the second protecting section 604 are disposed in the second derailing prevention section of the rail body 400, and are located on two sides of the rail body 400, which are not interfered with each other, and are respectively used for preventing derailing and automatically correcting the position of the derailing wheel 205.

For example, as shown in fig. 5, 6 and 8, in a preferred embodiment, the second constraining section 603 is a plate-shaped structure, and the second protecting section 604 is an arc-shaped plate structure or a straight plate-shaped structure that is obliquely disposed along the length direction of the rail body 400. The second restriction section 603 is arranged along the length direction of the lower baffle 402, so that the lifting type rail-changing device on the vehicle 300 can be restricted by the second restriction section 603 in the process that the vehicle 300 passes through the fork; under the condition that the lifting type rail changing device does not act in place, the lifting type rail changing device can be firstly contacted with the second protection section 604, and the second protection section 604 of an arc-shaped plate structure or a straight plate structure arranged in an inclined mode is adopted, so that severe collision can be effectively avoided, meanwhile, the lifting type rail changing device can be gradually extruded and driven to act, and finally, the position of the rail changing wheel 205 in the lifting type rail changing device can be automatically corrected. The second constraining section 603 may be fixed to the lower baffle 402 by welding, riveting, bolting, or the like, or may be integrated with the lower baffle 402, and the second protecting section 604 may also be fixed to the bottom plate 401 by welding, riveting, bolting, or the like, which is not described herein again.

In a more preferable scheme, one end of the second protection section 604 is tangent to the lower baffle 402, and the other end is tangent to the corresponding side plate 403, as shown in fig. 5 and 6, so that the second protection section 604 is more smoothly arranged, and is more convenient to cooperate with the lifting type rail-changing device to achieve the purpose of preventing derailment.

It can be understood that, in order to make the vehicle 300 smoothly pass through the switch, when the track provided in this embodiment is adopted, it is further necessary to provide a switch 500 at the switch, where the switch 500 is used to cooperate with the rail-changing wheel 205 on one side of the lifting rail-changing device and guide the vehicle 300 through the switch, as shown in fig. 8, in this embodiment, the switch 500 disclosed in the prior art, such as the switch 500 disclosed in chinese patent CN 108313068A, the switch 500 disclosed in chinese patent CN 207498750U, the switch 500 disclosed in chinese patent CN 203996231U, the switch 500 disclosed in chinese patent CN 203558061U, and the like, may be adopted as the switch 500, and details thereof are not repeated herein.

To explain the function of the track, the present embodiment further provides a lifting type track-changing device, which includes a motor 101, a reverse synchronizing mechanism 200, and a linkage anti-dropping part, as shown in fig. 9 and 10, wherein,

the reverse synchronization mechanism 200 includes an upper swing arm 201, a lower swing arm 202, and two connecting rods 203, where the two connecting rods 203 are respectively vertically disposed, and the rail changing wheels 205 are respectively disposed on the two connecting rods 203, and two ends of the upper swing arm 201 and the lower swing arm 202 are respectively hinged to the two connecting rods 203, and four hinged parts are respectively located at four vertices of a parallelogram (the upper swing arm 201, the lower swing arm 202, and the two connecting rods 203 may form four hinged parts, and a connecting line between two adjacent hinged parts forms a parallelogram, such as a quadrangle enclosed by a dotted line in fig. 10, in the mechanical field, it may also be described that the upper swing arm 201, the lower swing arm 202, and the two connecting rods 203 form a parallelogram structure, in this embodiment, the hinging is implemented by matching of a hinge hole and a hinge shaft 204, and is not described herein again); the middle part of the upper swing arm 201 is fixed to a bearing seat 208 through a support shaft 207, the bearing seat 208 is fixed to a frame 301 of the vehicle 300, the upper swing arm 201 and the support shaft 207 form a revolute pair, the middle part of the lower swing arm 202 is connected with the motor 101 through a transmission shaft 206, the transmission shaft 206 is fixed to the bearing seat 208, the bearing seat 208 is fixed to the frame 301 of the vehicle 300, the lower swing arm 202 and the transmission shaft 206 form a fixed connection in a welding or key connection mode, the motor 101 drives the transmission shaft 206 to rotate to drive the lower swing arm 202 to rotate around the middle part thereof, as shown in fig. 10, so that the orbital transfer wheel 205 arranged on one side of the reverse synchronizing mechanism 200 vertically ascends and the orbital transfer wheel 205 arranged on the other side of the reverse synchronizing mechanism 200 synchronously vertically descends; the motor 101 may preferably be a motor 101 having a speed reduction function or a motor 101 with a speed reducer;

the outside of two connecting rods 203 is provided with triangular prism structure's spacing part 209 respectively to cooperate with the first anticreep rail portion that corresponds, utilize triangular prism structure's side and first anticreep rail portion to contact, more be favorable to forming the cooperation, realize the mesh of anticreep rail.

Linkage anticreep portion is used for cooperateing with second anticreep rail portion, and linkage anticreep portion includes linkage 210 and sets up respectively in the latch portion 211 at linkage 210 both ends, and linkage 210 is T shape structure, and linkage 210's upper end is fixed in transmission shaft 206, as shown in fig. 9 and 10, latch portion 211 adopts is the triangular prism structure, two latch portions 211 are used for catching on respectively and set up in the second restraint section 603 of track lower edge, reach anticreep rail's purpose. In the lifting type track-changing device, the linkage frame 210 can synchronously rotate around the middle part of the lower swing arm 202 under the driving of the motor 101, so that the whole linkage anti-falling part is driven to synchronously act. And the side of the triangular prism is more convenient to form the matching with the corresponding second anti-derailment part by adopting the latch part 211 with the triangular prism structure.

The matching principle of the rail and the lifting rail transfer device is as follows: the vehicle 300 is equipped with the lifting type track-changing device, the motor 101 drives the reverse synchronizing mechanism 200 to act, so that the track-changing wheels 205 arranged at two sides of the reverse synchronizing mechanism 200 can act synchronously, and the acting directions are always opposite, namely, the track-changing wheel 205 at one side rises vertically and is matched with the turnout 500, and the track-changing wheel 205 at the other side falls vertically and is far away from the turnout 500, so that the track-changing wheels act in place. Before entering the fork, if the lifting type track-changing device acts in place, after entering the fork, as shown in fig. 11 or fig. 12, the limiting component 209 at one side of the track-changing wheel 205 in the working state (i.e. the track-changing wheel 205 which is matched with the switch 500 and guides the vehicle 300 to move forward) is just clamped above the first restraining section 601 at the corresponding side, so as to prevent the track-changing wheel 205 at the side from automatically descending and achieve the purpose of derailing prevention, and meanwhile, the clamping lock part 211 arranged at one side of the linkage derailing prevention part is just clamped (hooked) at the second restraining section 603 at the corresponding side, so as to prevent the transmission shaft 206 from freely rotating, so as to lock the reverse synchronizing mechanism 200 and achieve the purpose of derailing prevention.

The vehicle 300 runs in the parallel flow direction, and if the lifting type rail-changing device acts in place before entering the fork, the working process is as above after entering the fork, and is not described again; if the lifting type rail-changing device does not act in place before entering the turnout, the limiting part 209 arranged on one side of the reverse synchronizing mechanism 200 is firstly contacted with the first protection section 602, and the height of the rail-changing wheel 205 on the side is lifted by extruding the lifting limiting part 209, so that the rail-changing wheel 205 on the side can be lifted and act in place and is matched with the turnout 500, as shown in fig. 13; meanwhile, the second protection section 604 below the other side extrudes the linkage anti-falling part, so that the linkage anti-falling part rotates towards the other side, the reverse synchronization mechanism 200 is driven to act, the track-changing wheel 205 on the other side can also gradually ascend, and the position matched with the turnout 500 is reached, as shown in fig. 13, so that the purpose of automatically correcting the position of the track-changing wheel 205 is achieved, after the position of the track-changing wheel 205 is corrected, the first restraint section 601 on the side is clamped above the limiting component 209, and the second restraint section 603 is hooked at the second restraint section 603 on the side, so that derailment is prevented.

Example 2

The main difference between this embodiment 2 and the above embodiment 1 is that in the track provided in this embodiment, the track body 400 further includes two upper baffles 405 that are vertically disposed and parallel to each other, and the upper baffles 405 are respectively used for matching with the track-changing wheels 205 on one side of the lifting track-changing device and providing a walking surface for the track-changing wheels 205, as shown in fig. 7 or fig. 15; in the scheme, the upper baffle plate 405 is arranged, and the vehicle 300 is guided to continuously move forward along the original track or move to another track through the matching of the upper baffle plate 405 and the track-changing wheel 205, so that the vehicle 300 can smoothly pass through the turnout, and the turnout 500 does not need to be arranged at the turnout.

The rail is matched with the lifting type rail transfer device, so that the purposes of preventing derailment and automatically correcting the position of the rail transfer wheel 205 can be effectively achieved, the principle is as described in embodiment 1, and the details are omitted here.

In a further aspect provided by this embodiment, the track further includes a third derailment prevention part, where the third derailment prevention part includes a third constraining section 605 and a third protecting section 606, as shown in fig. 14, 15, 16, and 17, the third constraining section 605 and the third protecting section 606 are respectively fixed on the outer sides of the two upper baffles 405, the third constraining section 605 is connected to one of the upper baffles 405, and the third constraining section 605 is used to limit the lifting type rail-changing device to continue to operate when the lifting type rail-changing device is in place, for example, the third constraining section 605 may directly limit the downward operation of the rail-changing wheel 205 (as shown in fig. 18 or 19) or limit the downward operation of the limiting component 209 connected to the connecting rod 203; the third protection section 606 is used for driving the rail transfer wheel 205 arranged on one side of the lifting rail transfer device to move in place by extruding the lifting rail transfer device under the condition that the lifting rail transfer device does not move in place. In the scheme, the function of preventing derailment and automatically correcting the position of the derailing wheel 205 can be further enhanced by arranging the third derailing prevention part, specifically, in the embodiment, by arranging the third restraint section 605, the lifting type derailing device which can effectively restrain derailing in place can be used no matter the vehicle 300 runs along the shunting direction or along the parallel flow direction, and the derailing wheel 205 which is in a matching state with the upper baffle 405 in the lifting type derailing device can be prevented from automatically acting and being separated from the upper baffle 405 due to factors such as sudden power failure, derailing device failure, shaking and the like, so that the problem of derailing of the vehicle 300 is solved; when the vehicle 300 runs along the parallel flow direction and the action is not in place, the third protection section 606 contacts with the lifting type rail changing device first, and the lifting type rail changing device is driven to move to place by extruding one side of the lifting type rail changing device, so that the rail changing wheels 205 arranged on the other side of the rail changing device can be matched with the upper baffle 405 on the corresponding side, the purpose of automatically correcting the positions of the rail changing wheels 205 is achieved, the vehicle 300 can smoothly pass through a fork, and derailment is effectively prevented.

As shown in fig. 14, in a preferred embodiment, the third constraining section 605 is fixed at the lower edge of the upper baffle 405 along the length direction of the track body 400, and the upper baffle 405 has a plate-shaped structure (e.g., a steel plate, etc.) and is perpendicular to the upper baffle 405; the third protection segment 606 is fixed to the top plate 404 and/or the side plate 403, and a lower surface of the third protection segment 606 is inclined in a length direction of the rail body 400. The third constraint section 605 with a plate-shaped structure is adopted, so that the structure is simpler, and the cost is reduced; under the condition that the lifting type rail transfer device does not act in place, the third protection section 606 can be firstly contacted with the lifting type rail transfer device which does not act in place, and in the running process of the vehicle 300, one side of the lifting type rail transfer device can be gradually extruded by utilizing the inclined lower surface, so that the rail transfer wheel 205 on the other side of the lifting type rail transfer device is driven to act in place, the purpose of automatically correcting the position of the rail transfer wheel 205 is achieved, and the rail transfer wheel 205 which is in place can be matched with the upper baffle 405 on the corresponding side, so that derailment is effectively avoided. It can be understood that the third constraining section 605 and the corresponding upper baffle 405 may be an integrally formed component, such as an angle steel (L-shaped structure), a channel steel (U-shaped structure), etc., and the third constraining section 605 may also be fixed to the upper baffle 405 by welding, riveting, bolting, etc.; similarly, the third protection segment 606 may be fixed to the top plate 404 and/or the side plate 403 of the rail body 400 by welding, riveting, bolting, and the like.

Preferably, in this embodiment, the third protection segment 606 is a straight plate structure or an arc plate structure, and the third protection segment 606 is disposed in an inclined manner along the length direction of the rail body 400, as shown in fig. 15 to 17; it will be appreciated that the third protective segment 606 is inclined in the opposite direction to the first protective segment 602, and the third protective segment 606 is inclined in the following direction: along the parallel flow direction, the distance from the lower surface of the third protection section 606 to the lower bottom plate 401 is smaller and smaller, so that the lower surface can be used for extrusion and making one side of the lifting type track-changing device descend, the track-changing wheel 205 on the side descends, and the track-changing wheel 205 on the other side synchronously ascends so as to be matched with the upper baffle 405 above, the purpose of automatically correcting the position of the track-changing wheel 205 is achieved, and derailment is prevented.

With the track provided by this embodiment, derailment can be more effectively prevented than the track provided in embodiment 1, for example, as shown in fig. 18 and 19, when the vehicle 300 in embodiment 1 is in place before entering into a fork, not only the first restraint section 601 and the second restraint section 603 can achieve the derailment prevention function, but also the derailment wheel 205 (i.e., the derailment wheel 205 in the working state) matched with the upper baffle 405 is just clamped above the corresponding third restraint section 605, as shown in fig. 18 and 19, the derailment prevention wheel 205 is prevented from falling down, so that the derailment prevention effect can be further enhanced;

with the track provided by this embodiment, compared with the track provided in embodiment 1, the position of the track roller 205 can be corrected more effectively and automatically, for example, as shown in fig. 13, in the case that the vehicle 300 does not act in place before entering the fork in embodiment 1, not only the first protection section 602 and the second protection section 604 can drive the reverse synchronization mechanism 200 to act in place by pressing, but also the track roller 205 (i.e. the track roller 205 in working state) or the limiting component 209 on the side that is engaged with the upper baffle 405 can just contact with and press the third protection section 606 on the corresponding side to drive the reverse synchronization mechanism 200, so that the track roller 205 on the side descends, and the track roller 205 on the other side ascends and acts in place, so as to achieve the purpose of correcting the position of the track roller 205 automatically, thereby further enhancing the track-off prevention effect;

it is understood that in this embodiment, the "action in place" means that the lifting type track-changing device is actuated to a position where the track-changing wheel 205 on one side can be matched with the switch 500 or the upper baffle 405 on the corresponding side.

The above description is only for the specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto, and any person skilled in the art can easily think of the changes or substitutions within the technical scope of the present invention, and all should be covered within the protection scope of the present invention.

Claims (10)

1. An anti-derailing track comprises a track body, wherein the track body comprises two bottom plates, two lower baffle plates, two side plates and a top plate, the two bottom plates are respectively used for walking wheels on two sides of a vehicle, the two lower baffle plates, the two side plates and the top plate are respectively arranged on the two bottom plates, a gap is formed between the two bottom plates, the two side plates are respectively connected with the two bottom plates, the top plate is connected with the two side plates, and the side plates, the bottom plates and the top plate jointly enclose a cavity for accommodating the vehicle; the rail lifting type rail changing device is characterized in that a first rail anti-falling part used for being matched with the lifting type rail changing device is arranged on the side face of the rail body at a fork, and a second rail anti-falling part used for being matched with the lifting type rail changing device is arranged on the lower portion of the rail body, wherein the first rail anti-falling part and the second rail anti-falling part are used for limiting the lifting type rail changing device to continue to act under the condition that the lifting type rail changing device acts in place, and are used for driving the lifting type rail changing device to act in place under the condition that the lifting type rail changing device does not act in place.

2. The derailment prevention rail according to claim 1, wherein the first derailment prevention portion includes a first restraining section and a first protecting section, the first restraining section is connected to the first protecting section and respectively disposed on the same side of the rail body, the restraining section is disposed along a length direction of the rail body, an upper surface of the protecting section is inclined to the length direction of the rail body, the first restraining section is configured to limit the lifting type rail changing device from continuing to operate when the lifting type rail changing device operates in place, and the first protecting section is configured to drive a rail changing wheel disposed on one side of the lifting type rail changing device to operate in place by pressing the lifting type rail changing device when the lifting type rail changing device does not operate in place.

3. The derailing prevention rail of claim 2, wherein the restraining section is a horizontally arranged straight plate, the protecting section is an obliquely arranged straight plate or an arc plate, and the restraining section and the protecting section are respectively fixed on the side plates.

4. The derailment prevention rail according to claim 1, wherein the second derailment prevention portion comprises a second restraining section and a second protecting section, the second restraining section is disposed on a lower edge of the lower baffle and used for limiting the lifting type derailment device to continue to operate when the lifting type derailment device operates in place, the second protecting section is disposed below the bottom plate and has a height greater than that of the lower baffle, and the second protecting section is used for driving a derailment wheel disposed on one side of the lifting type derailment device to operate in place by pressing the lifting type derailment device when the lifting type derailment device does not operate in place.

5. The derailment prevention rail of claim 4, wherein the second restraining section and the second protection section in the second derailment prevention portion are respectively disposed on different sides of the same rail body.

6. The derailment prevention rail according to claim 4, wherein the second restraining section is a plate-shaped structure, and the second protection section is an arc-shaped plate structure or a straight plate-shaped structure inclined in a length direction of the rail body.

7. The derailment prevention rail according to any one of claims 1 to 6, wherein the rail body further comprises two vertically arranged upper barriers parallel to each other, the upper barriers are respectively configured to cooperate with the derailment wheels on one side of the elevating-type derailment device and provide a running surface for the derailment wheels, or a switch is further configured in a fork formed by the intersection of the two rail bodies, and the switch is configured to cooperate with the derailment wheels on one side of the elevating-type derailment device and guide the vehicle through the fork.

8. The derailment prevention rail according to claim 7, further comprising a third derailment prevention part, wherein the third derailment prevention part comprises a third restraining section and a third protecting section, the third restraining section and the third protecting section are respectively fixed to the outer sides of the two upper baffles, the third restraining section is connected with one of the upper baffles, the third restraining section is used for limiting the lifting type derailment device to continue to act when the lifting type derailment device acts in place, and the third protecting section is used for driving a derailment wheel arranged on one side of the lifting type derailment device to act in place by extruding the lifting type derailment device when the lifting type derailment device does not act in place.

9. The derailment prevention rail according to claim 8, wherein the third constraining section is fixed at a lower edge of an upper baffle along a length direction of the rail body, and the upper baffle has a plate-shaped structure and is perpendicular to the upper baffle; the third protection section is fixed on the top plate and/or the side plate, and the lower surface of the third protection section inclines along the length direction of the track body.

10. The derailment prevention rail of claim 9, wherein the third protection section is a straight plate structure or an arc plate structure, and the third protection section is disposed obliquely along a length direction of the rail body.

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